Automatic air and vapor device for internal-combustion engines.



E. G. HOUSES. AUTOMATIC MR AND VAPOR DEVICE FOR INTERNAL comausnon memes.

APPLICATION FIND MR. 6. 19:8.

1 ,3 1 6,953. Patented Sept. 23, 1919.

i Jwmqm.

Inventor Q -18 UNITED STATES PATENT OFFICE.

EDWARD G. HODGES. 0F

AUTOMATIC A'm AND vnron DEVICE Application filed April 6,

To all whom it may concern:

Be it known that I, Emvnun G. llonons, n (itizen of the United States, and resident. of lllursh'nlltown, in the county of Marshall and State of Iowa, have invented a certain new and useful Automatic Air and Vapor Device for Internal-Combustion"Engines, of which the following is a specification.

The object of my inventionis to provide a device for supplying auxiliary air and vapor to the fuel mixture of an internal combustion engine, which device is auto mutioally controlled by air pressure and the water cooling system of the engine.

A further object is to provide in such a. device a tube for conducting warm air to the carburetor, and to provide in connection therewith a valve in the water circulating system of the en inc, and a mixture tube for taking any eakage water from said valve to said warm air tube.

Still a further object is to provide in such a. device an auxiliary air supply tube communicating with the crank case of the en glue and communicating also with another source of warm air supply.

An additional object of my invention is p to provide means for connecting the vacuum trod tank of a motor velucle with said air supply pipe.

Still :1 further object is to rovide a means whereby the auxiliary nir rom thosupply pipo'is thoroughly mixed with the fuel mixllll'e without obstructing the fuel mixture passage.

Still a further object is to provide means whereby u draft of air may be conducted from one part of the machine to another and there utilized for controlling the auxiliary sir valve.

With these and other objects in vici v my invention consists in rangement and combination of the various parts of the device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims and illustrated in the accompanying drwwlngs, in which:

Figure 1 shows a side elevation of an engine equipped with a device embodying my invention, parts of the device beingshown" in vertical cross section.

Fig. 2 shows a transverse, vertical, soctionul view taken on the line 2:3 of Fig. Fig, 3 shows a. detail view partly 1n secthe construction, ar-

MARSHALLTQWN, IOWA.

FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent. Patented Sept 23, 1919.

1913. Serial 110,227,156.

lion illustrating the means for connecting the reruum tank with the air supply pipe. 7 Fig. l show a horizontal, sectional view of the tube with the automatically controlled swinging bullie plate therein;

Fig. 5 shows a transverse, vertical, sectl laltll view taken on the line 5-5 of Fig. 1, on D Fig. 6 shows a transverse, sectional view illustrating the manner of mounting the valve in the water system. In the illustration of my invention shown in the accompanying drawings, I have used the reference numeral 10 to indicate generally an engine having the crank case 11 and a water circulating system. including the pipe 12 which leads from the water acket to the upper part of the ordinary radiator, not shown.

The engine has also the intake inanifold included within the casing of the en- %inc and the exhaust manifold 13. At the rout of the engine is the ordinary fan ll.

Connected between the carburetor and the intake manifold is a short tubular member if) having an internal, annular shoulder 16. Received within the tubular member 15 and shutting against the shoulder 16 and spaced from the walls of the member 15, is u. cylinder 17, having in its well a plurality of small perforations 18. The cylinder or tube 17 is of the same diameter as the fuel mixture tube and forms it part of the some.

Communicating with the cylinder 17 is a.

thecrunk case 11 is a conducting tube 23 i which is preferably slightly sumller in size th th tube 22 and communicates there'- with.

Mounted on the exhaust manifold 13 is a heating drum or stove 24. from the heating drum or stoveQ-fl to the tulle 23 and communicates therewith preferuhly at or near the point of junction between the tuhe 22 and the tube 23. Th1.

A tube 25' leads V slightly parison with the volume passing through the pipe 22., as to have very little if any ellect in itself .on the amount of air supplied to the fuel mixture.

l have shown in Fig. 1 the ordinary breatliing tube and oil filling tube 45 connected with the crank case, whereby it is made possible to maintain a proper and free circulation of air through the crank case to the tube .43.

In the practical operation of my improved device, it will be obviousthat when the en-.

glue is being started there will be comparatively littledraft of air past the baffle plate 30, and comparatively little circulation of water through the tube 12, so that the valve 27 will be practically closed during the starting of the engine,-and the mixture will Jews from the carburetor to the engine cylinders in the ordinary way. As the engine acquires greater speed the blast of air against the baffle plate 30, and the movement oi the water whereby the valve 37 is actuated, will serve to open the valve 26 for allowing a greater amount of air to pass through the tube 22 to the mixture.

I have found by experiments that without my device, especially while the engine is running; with a light load or is idling, where the carburetor throttle is open sufficient-ly to supply euoughmixture to the cylinders tosecure a proper explosion, the mixture. is richer than necessary. On the other hand where the throttle is moved toward closed position, there is not sullicient fuel and air supply to secure proper compression.

Where my device is used, it will be seen that when the engine is idling or running rapidly with a light load, as for instance an engine is running at high speed on level ground or runnin down grade, there is supplied to the mixture passin into the cylinders air from the air supp y pipe 22, whereby themixture is thinned for effecting a substantial saving of fuel, while at the same time furnishing to the cylinders a constant volume of mixture for securing compression.

Thus when little or no power is needed to drive the engine, after I get the car up to the desired speed, I close or nearly close the throttle valve and allow the engine to take in air through the air pipe 22. Where a little more power is necessary to keep up the required speed, the throttle is opened allowing more of the mixture in the carburetor to come up and mix with the all coming from the air supply .pipe 20, and on account of the engine receiving the full volume on each charge I secure proper com pression and a clean explosion suflicient to maintain the required speed. Willem that the gradual opening of where greater power is needed, the throttle valve is opened for permitting the engine to take more of its charge through the carbureter.

I have found that when the engine is being started and until it has reached a cer tain speed, particularly if the car is not moving, the blast of air on the ballle plate does not open the valve 26 as much or as evenly as may be desired, and have found the valve .26 is better secured by the use of the water flow overnor combined with the air governor. After the engine has acquired speed, and particularly after the car is running at high s eed, I have found that the air blast carried by the fan and by the IIlOVBIIlQIlhOf the car assists the water flow governor in operating the valve 26.

Wherein a device of this kind is used it frequently happens that when the engine is idling it becomes loaded up with fuel and lubricating oil, and then when it is necessary to secure quick action from the engine in climbing a hill or the like it is necessary to clean out the surplus fuel. Where my device is used there is no such loading up with fuel, and hence no scavenging of the engine is necessary in order to secure quick action.

\Vhere a device of this kind is not used, it will sometimes happen that when the engine is idling or running at high speed with a light load, the throttle is closed to reduce the speed or avoid the increase of speed, and as a result the volume of mixture supplied is not sufficient and the greater vacuum in the cylinders causes lubricating oil to be drawn up from the crank case into the cylinders in an amount greater than is necessary, thereby resulting inv the formation and deposit of carbon in the cylinders. This objectionable feature is also obviated by supplyin a full volume of mixture in the manner hereinbefore described.

An incidental advantage occurring from the use of my combination governor arises from the fact that the valve 37 and the spring 33 tend to prevent the circulation of Water through the circulating system until after the engine has become heated.

As the water becomes hot the pressure on the valve 37 increases and When the ater becomes hot enough the valve 37 is opened. When the vehicle is in motion the blast of air from the fan and through the radiator operates on. the baflle plate and assists in opening the valve 26 and also assists in opening the valve 37 for permitting proper circulation of water through the circulating system. The tension on the spring 33 should be ad'usted so that both the valve 37 and the ba eplate 30 are moved to posi has acquired its usual high speed.

In addition to furnishing the roper volume of air to the fuel mixture I lave herein provided a means for taking care of the cakagc due to the installation of the valve 27 and prevent such leakage water from inj uring. an of the parts of the engine and have .com acted that leakage water tothe ordinary carbureter air supply pipe 40.

l' have also connected my auxiliary air supply ipe 22 with the crank case 11, and also wit l another source of heated air supply.

The connecting of the air supply pipe 22 with the crank case has obvious advantages in that it results in furnishing to the fuel mixture warm clean air rather than cold air.

In. this connection it may be noted that the air drawn from the crank case 11 rarely will be cold.

The drawing of the air from the crank case has a number of substantial advantages.

In this connection it should be noted that the air must be taken from somewhere and that by takin it from the crank case I have secured t ie following advantages.

\Vitli the air there will be drawn a certain amount of oil vapor, whereby the valve 26 will be properly and uniformly lubricated.

If, at any time, the engine should not be drawin suilicient oil in the cylinders directly From the crank case, some oil will be drawn in vapor form from the crank case through the tubes 23 and 22 and will be thereby supplied to the cylinders and thoroughly distributed in the cylinders. It will be noted that the last mentioned advantage applies to the supply of lubrication to t e intake and exhaust valvesand the pistons and piston rings.

The maintenance of a constant circulation of airthrough the crank case assists in kee ing the bearings cool. The drawing of t e air from the crank case also draws out an moisture that might collect in the crank case.

It is well-known that when the heated engine is stopped and the vehicle is allowed to stand, the inside of the crank case will sweat or collect moisture of condensation. Such moisture which may be in the crank case when the engine is started again, will be drawn out with the air drawn through the pipe 23 as the engine becomes healed, and such moisture becomes vaporized.

It will benoted also that the drawing of air and vatpors from the crank case will draw out o the crank case any gases which may escape from the cylinders into the crank case, or which may form from the lubricating oil in the crank case.

This is an important advantage resulting from my construction for the reason that drawn through the pipe 22 to be actuated particularly where low grade fuels are employed some of the fuel may escape from the cylinder into the crank case and if allowed to remain will injure the lubricating qualities of the oil in the crank case and result in serious injury to the bearings.

It will be noted in this connection that the-ordinary breathing tubes are provided with a screen, so that the air taken from the crank case is clean screened air.

It is my intention to cover by my claims any changes in the form of my device or any use of mechanical equivalents which may be included within their reasonable scope.

It will be obvious that many arts of the devicemay be re-arranged or di erent forms of valves and the like may be used.

I claim as my invention:

1. In a device of the class described, the combination of a water cooled internal combustion engine having a crank case with an automatic auxiliary air and vapor device comprising an air supply pipe, connected to the fuel mixture passe e between the carbureter and intake mani old, means for controlling the passage of air. through said pipe .for maintaining a constant volume of air and fuel mixture upply for said en' gine, an air actuated baflle plate operatively connected with said means, means designed y the flow of water through the circulating system of an engine, operatively connected with said first means, said air supply pipe being in communication 100 with the crank case of said engine.

2. In a device of the class described, the combination of a water cooled internal combustion engine having a crank case with an automatic auxiliary air and vapor device 105 comprising an air supply device, means for controlling the passage of air therethrough, an air actuated baffle plate operatively connected with Said means, means designed to H be actuated by the flow of water through 110 the circulating system of an engine, operatively connected with said first means, said air supply pipe being in communication with t e crank case of said engine and also with an additional source of Warm air' sup- 116 P. i

h In a device of the class described, an auxiliary air supply pifpe, means for. con trolling the passage 0 air therethrou 'h, an air conductingtube havin one'end signed to be adjacent to the an of atmotor vehicle engine and formed with a belllshged or flaring portion, and a swinging 4. In an auxiliary air supply system for connected with said means, and 128 v motor vehicle engines, an air supply tube located betwuvn the thmttle vain: and intake manifold for supplying air to the fuel mixture, means in said tube for controlling the passage of air therethrough, controlling means for said first means, said last means including a valve designed to be mounted in $110 water circulating system of an engine having a stem, means for operatively connectin said stem with said first means,

and a leakage tube for conducting leakage water from around said stem to the air supply tube.

Des Moines, Iowa, March 5, 1918.

EDWARD G. HODGES. 

